TAKEOFF CLEARANCE | OBTAIN |
NOSE sw | T.O |
LAND lights sw | ON |
THRUST SETTING 推力设置
The below procedure is the standard takeoff procedure. However, rolling takeoff is permitted.
下面的程序是标准起飞程序。然而，允许滑跑起飞。
TAKEOFF | ANNOUNCE |
THRUST LEVERS | 50 % N1 (1.05 EPR) |
BRAKES | RELEASE |
THRUST LEVERS | FLX or TOGA |
The Thrust Setting procedure ensures that all engines will accelerate similarly. If not properly applied, this may lead to asymmetrical thrust increase, and, consequently, to severe directional control problem.
这个推力设置程序保证所有发动机都同步加速。如果没有正确执行，这将导致推力不对称的增加，造成严重的方向控制问题。
If the thrust levers are not set to the proper take-off detent, e.g. FLX instead of TOGA, an alert triggers on the ECAM.
如果油门杆没有设定到正确的起飞卡位，比如，设定在FLX卡位，而不是TOGA卡位，则ECAM警报触发。是什么警报呢？
At any time during FLEX takeoff, the flight crew may set the thrust levers to TOGA.
在FLEX起飞时的任何时候，飞行机组都可以将推力手柄设置到TOGA。
IAE
The Electronic Engine Control (EEC) computer prevents the engine stabilizing between an approximate range of 60 to 74 % N1, in order to protect against fan flutter. This range is called the Keep-Out-Zone, and the flight crew may notice a non-linear thrust response to thrust lever movement. If one lever is moved out of the Keep-Out-Zone before the other, a very slow movement of the levers may lead to asymmetric engine acceleration. If the thrust levers are not set to the proper take-off detent, e.g. FLX instead of TOGA, an alert triggers on the ECAM
电子发动机控制计算机（EEC）阻止发动机稳定在大约60至74 % N1范围内，以防止风扇颤动。这个范围称为阻止入内区域，并机组可能注意到推力杆动作和推力反应并非线性关系。如果一部推力杆先于另一部推力杆移出阻止入内区域，两部推力杆缓慢的移动可能造成发动机不对称加速。
TAKEOFF ROLL
Once the thrust is set, the PF announces the indications on the FMA. The PM must check that the thrust is set by 80 kt and must announce "Thrust Set".
一旦设定了推力，PF宣布FMA上显示的方式。PM必须在80 kt前检查推力，并必须报出“推力调定”（Thrust Set)。
The Captain must keep his hand on the thrust levers when the thrust levers are set to TOGA/FLX notch and until V1.
油门杆推到TOGA/FLX后，机长必须一直把手放在油门杆上，直到V1速度。
During the take-off roll, the PM monitors the PFD and ENG indications to ensure early detection and appropriate decision making in the case of malfunction. By scanning the airspeed indications, the PM will detect any inconsistent airspeed indications between instruments or absence of airspeed indications.
在起飞滑跑过程中，PM监控PFD和ENG指示，以确保故障情况下的早期检测和适当决策。通过扫描空速指示，PM将检测仪表之间任何不一致的空速指示或没有空速指示。
If the crosswind is at or below 20 kt and there is no tailwind:
如果侧风等于或低于20 kt，并且没有顺风：
To counter the nose-up effect of setting engine takeoff thrust, apply half forward sidestick until the airspeed reaches 80 kt. Release the sidestick gradually to reach neutral at 100 kt.
为了抵消设置发动机起飞推力所产生的抬头效应，在空速达到80 kt之前将侧杆前推一半。逐渐松杆，在100 kt时到中立位。
In case of tailwind, or if crosswind is greater than 20 kt:
如果有顺风或侧风大于20 kt：
The PF applies full forward sidestick.
PF把侧杆前推到底。
The PF increases thrust progressively to reach takeoff thrust by 40 kt ground speed, while maintaining sidestick full forward up to 80 kt. Release the sidestick gradually to reach neutral at 100 kt.
PF快速增加推力到约70 % N1 (1.15 EPR)，在地速为40 kt时逐渐达到起飞推力，同时保持侧杆前推到底直到80 kt。逐渐松杆，在100 kt时到中立位。
The PF increases thrust progressively to reach takeoff thrust by 40 kt ground speed, while maintaining sidestick full forward up to 80 kt. Release the sidestick gradually to reach neutral at 100 kt.
PF逐步增加推力在地速为40 kt时达到起飞推力，同时保持侧杆前推到底直到80 kt。逐渐松杆，在100 kt时到中立位。
Note: ENG SD page replaces WHEEL SD page on the ECAM lower display
注: 在ECAM下部显示上，ENG（发动机）页面代替WHEEL（机轮）页面。
Note: The FADEC includes a keep-out zone, which is designed to avoid steady state operation inside a N1 range between 60 % and 74 % due to fan flutter phenomenon. This can result in discontinuous EPR increase during thrust setting.
注: FADEC包含一个禁入区，这是为了避免因风扇颤振现象而导致的在60 %和74 % N1范围内的固定状态工作。这将导致推力设置时EPR不连续增加
On a normal takeoff, to counteract the pitch up moment during thrust application, the PF should apply half forward or full forward sidestick (depending on wind conditions) at the start of the takeoff roll until reaching 80 kt. At this point, the input should be gradually reduced to be zero by 100 kt.
正常起飞中，为了在加油门时抵消上仰力矩, PF应该在开始起飞滑跑时，前推侧杆到一半的位置或前推侧杆到底（根据风的情况)，直到飞机速度达到80 kt。从这个点到100 kt，应该逐步地将侧杆输入减小为0。
DIRECTIONAL CONTROL | USE RUDDER |
CHRONO | START |
PFD/ND | MONITOR |
FMA | ANNOUNCE |
Check the FMA on the PFD. The following modes are displayed: MAN TOGA (or MAN FLX xx) /SRS/RWY (or blank) / A/THR (in blue).
检查PFD上的FMA。显示下列方式：MAN TOGA（或MAN FLX xx） /SRS/RWY（或空白） / A/THR（蓝色）。
Note: If an ILS that corresponds to the departure runway is tuned, RWY mode appears. If not, no lateral mode appears until the aircraft lifts off.
注:如果与离场跑道相对应的ILS被调谐，则显示RWY（跑道）方式。否则，在飞机离地前不会显示横向方式。
Check the FMS position on the ND (aircraft on runway centerline).
检查ND上的FMS位置（飞机在跑道中心线上）。
Note: If GPS PRIMARY is not available, check the FMS position update.
注: 如果GPS主用不可用， 检查FMS位置更新。
The PF should use pedals to keep the aircraft straight. The nosewheel steering authority decreases at a pre-determined rate as the groundspeed increases (no more efficiency at 130 kt) and the rudder becomes more effective. The use of the tiller is not recommended during takeoff roll, because of its high efficiency, which might lead to aircraft overreaction.
PF应该使用脚蹬以保持飞机的直线飞行。随着地速的增加，前轮转弯权限按照预先确定的速率减小(速度达130 kt不再有效)并且方向舵更加有效。建议在起飞滑跑期间，不建议使用前轮手轮，因为手轮太灵敏，从而可能导致操纵过量。
For crosswind takeoffs, routine use of into wind aileron is not necessary. In strong crosswind conditions, small lateral stick input may be used to maintain wings level, if deemed necessary due to into wind wing reaction, but avoid using large deflections, resulting in excessive spoiler deployment which increase the aircraft tendency to turn into the wind (due to high weight on wheels on the spoiler extended side), reduces lift and increases drag. Spoiler deflection becomes significant with more than a third sidestick deflection.
对于侧风起飞，不必要使用常规的副翼迎风技术。在大侧风条件下，如果认为由于迎风机翼反应，需要少量横向侧杆输入，这么做可保持机翼水平。但避免过量使用侧杆，这会导致扰流板过度展开，从而增加飞机转向迎风的趋势（因为扰流板放出侧机轮上重量大），减少升力并增加阻力。当侧杆(的水平)偏转超过1/3时，扰流板的升起会变得比较明显。
In the event of unexpected lateral disturbance during takeoff roll, the flight crew should use the rudder as for counteracting any lateral disturbance. Indeed, excessive rudder input may increase the magnitude of the lateral disturbance. The flight crew may be surprised during takeoff roll by unexpected lateral disturbance in conditions such as:
在起飞滑跑中，若出现任何横向干扰，机组应使用方向舵来应对。过度蹬舵有可能会增加横向干扰的强度。飞行员在起飞滑跑中可能会对下面几种突如其来的横向干扰感到意外：
‐ The presence of thermals or thermal vortices that often develop in hot and dry countries. Sometimes, these thermal streams get stronger, and create small whirlwinds referred to as "dust devils", or
‐ 经常在干热地区生成的热气流或热旋。有时，这些热气流会变强产生小旋风，被称为“尘旋”，或
‐ The jet blast of another aircraft close to the active runway, or
‐ 靠近使用跑道的另一架飞机的喷气，或
‐ The wind that accelerates between two buildings by "venturi" effect.
‐ 两个建筑物之间由于“文氏管”效应加速产生的风。
As the aircraft lifts off, any lateral stick input applied will result in a roll rate demand, making aircraft lateral control more difficult. Wings must be level.
随着飞机离地，任何横向的侧杆输入都将产生一个滚转速率指令，使水平飞机控制困难。所以，机翼必须保持水平。
In case of low visibility takeoff, visual cues are primary means to track the runway centerline.
如果在低能见条件下起飞，目视参考是跟踪跑道中心线的主要方式。出现浓雾时，如果ILS工作，PFD的偏航杆可以提供帮助。
BELOW 80 KT
低于80 KT
TAKEOFF N1 | CHECK |
THRUST SET | ANNOUNCE |
PFD and ENG indications | MONITOR |
Check that the actual N1 (EPR) of the individual engines has reached the N1 (EPR) rating limit, before the aircraft reaches 80 kt. Check EGT.
飞机达到80 kt之前，检查每个发动机的实际N1 (EPR) 值已经达到N1 (EPR) 额定限制。检查EGT。
Scan airspeed, N1, and EGT throughout the takeoff.
在整个起飞过程中，扫视空速、N1 (EPR) 和EGT。
REACHING 100 KT
达到100 KT
ONE HUNDRED KNOTS | ANNOUNCE |
‐ The PF crosschecks and confirms the speed indicated on the PFD
‐ PF交叉检查并证实PFD上指示的速度。
‐ Below 100 kt the Captain may decide to abort the takeoff, depending on the circumstances
‐ 低于100 kt时，机长可根据情况决定中断起飞。
‐ Above 100 kt, rejecting the takeoff is a more serious matter.
‐ 高于100 kt时，中断起飞就是一件更严重的事情。
AT V1
V1 | ANNOUNCE |
AT VR
ROTATION | ORDER |
ROTATION | PERFORM |
‐ At VR, initiate the rotation to achieve a continuous rotation with a rate of about 3 °/s, towards a pitch attitude 15 ° (12.5 °, one engine is failed)
‐ 在VR时，以约3 °/s的速率开始向15 °的俯仰姿态连续平稳抬轮（单发时则为12.5 °俯仰姿态）。
‐ Minimize the lateral inputs on ground and during the rotation, to avoid spoiler extension
‐ 在地面和抬轮过程中尽量减少横向输入，以避免扰流板放出。
‐ In strong crosswind conditions, small lateral stick inputs may be used, if necessary, to aim at maintaining wings level
‐ 在强侧风情况下，如需要，可使用少量的横向侧杆输入，以保持机翼水平。
‐ After lift-off, follow the SRS pitch command bar.
‐ 离地后，跟随SRS 俯仰指令杆。
ROTATION TECHNIQUE
抬轮技术
The rotation technique is similar on all fly-by-wire aircraft.
所有电传操纵飞机的抬轮技术都是相似的。
To initiate the rotation, the flight crew performs a positive backward stick input. When the rotation is initiated, the flight crew achieves a rotation rate of approximately 3 °/s resulting in a continuous pitch increase.
抬轮时，正向向后带杆。开始抬轮时，飞行机组使抬轮速率达到约3 °/s，以形成俯仰姿态的连续增加。
During the rotation, the aircraft liftoff occurs at approximately 10 ° of pitch, typically around 4 to 5 s after the initiation of the rotation. After the liftoff, the PF targets the required pitch attitude.
在抬轮期间，通常在抬轮开始后的4到5 s俯仰约为10 °时，飞机离地。离地后，PF跟踪所需的俯仰姿态。
To monitor the rotation, the PF uses the outside visual references. Once airborne, the PF controls the pitch attitude target on the PFD.
PF使用外界目视参考以监控抬轮。一旦离地，PF要控制PFD上的俯仰姿态目标。
A slow rotation rate or an under rotation (below takeoff pitch target) has an impact on takeoff performance (refer to below graphic):
缓慢的抬轮速率或抬轮不足（低于起飞俯仰目标）对起飞性能有影响（参考下图）：
‐ The takeoff run and the takeoff distance increase
‐ 起飞滑跑和起飞距离增加
‐ The obstacle clearance after takeoff decreases.
‐ 起飞后越障高度下降
避免擦机尾
If tailstrike is not a concern for the A318, the importance of this subject increases as fuselage length increases. Therefore, it is particularly important for A321 operators.
对于A318机型很少需要考虑擦机尾的问题，随着机身的增长，这个问题将逐渐变得重要。因此，它对于A321用户是极其重要的。
Tail strikes can cause extensive structural damage, which can jeopardize the flight and lead to heavy maintenance action. They most often occur in such adverse conditions as crosswind, turbulence, windshear, etc.
擦机尾会造成大范围的结构损伤，进而危害飞行安全并造成繁重的维护工作。通常出现在不利气象条件下，比如，侧风，颠簸，风切变等。
EARLY ROTATION
抬轮过早
主要因素
Early rotation occurs when rotation is initiated below the scheduled VR. The potential reasons for this are:
如果在计划的抬轮速度前开始抬轮，出现抬轮过早的状况。出现这种情况的潜在原因是：
• The calculated VR is incorrect for the aircraft weight or flap configuration.
• 没有按照飞机重量或襟翼构型计算出正确的VR速度。
• The PF commands rotation below VR due to gusts, windshear or an obstacle on the runway.
• 由于阵风，风切变或者跑道上的一个障碍物，造成PF 在抬轮速度之前做出抬轮动作。
Whatever the cause of the early rotation, the result will be an increased pitch attitude at liftoff, and consequently a reduced tail clearance.
无论造成抬轮过早的原因如何，结果将是离地时的俯仰姿态更大，并且由此降低了机尾与地面的间隔高度。
ROTATION TECHNIQUE
An abrupt increase of rotation rate close to liftoff might lead to a tailstrike.
抬轮速率在接近离地时突然增加可能导致擦机尾。
If the established pitch rate is not satisfactory, the PF must correct it as soon as detected.
如果不满意所建立的俯仰速率，PF必须在探测到后立即修正。
CONFIGURATION (NOT APPLICABLE TO A318)
形态（不适用于A318)
When performance is limiting the takeoff weight, the flight crew uses TOGA thrust and selects the configuration that provides the highest takeoff weight.
若起飞性能要求限制起飞重量时，机组可使用TOGA推力，并选择能提供最大起飞重量的飞机起飞构型。
When the actual takeoff weight is lower than the permissible one, the flight crew uses FLEX TO thrust. For a given aircraft weight, a variety of flap configurations are possible. Usually, the flight crew selects the configuration that provides the maximum FLEX temperature. This is done to prolong engine life. The first degrees of flexible thrust have an impact on maintenance costs about 5 times higher than the last one.
当实际起飞重量低于允许的重量，飞行机组使用灵活起飞推力。对于一个给定的飞机重量，有可能选择几种襟翼构型。通常，飞行机组选择可以提供最大灵活温度的构型。这样可以延长发动机的寿命。最低程度的采取灵活推力将使维护成本比最高程度高出5倍。
The configuration that provides the maximum FLEX temperature varies with the runway length.
提供最大灵活温度的构型随着跑道长度而变化。
On short runways, CONF 3 usually provides the highest FLEX temperature, and the tail clearance at lift off does not depends on the configuration.
在短跑道上，形态3通常提供最大的灵活温度，在离地时，机尾与地面的间距并不取决于构型。
On medium or long runways, the second segment limitation becomes the limiting factor, and CONF 2 or CONF 1+F becomes the optimum configuration, in term of FLEX temperature.
在中长跑道上，起飞第二阶段的限制成为主要限制因素，就灵活温度而言，形态2或形态1+F成为最佳构型。
In these cases, the tail clearance at lift off depends on the configuration. The highest flap configuration gives the highest tailstrike margin.
在这些情况下，离地时机尾与地面的高度间隔取决于构型。最大的襟翼构型提供避免擦机尾的最高裕度。
TAKEOFF TRIM SETTING
起飞配平的设定
The main purpose of the pitch trim setting for take-off is to provide consistent rotation characteristics. Take-off pitch trim is set manually via the pitch trim wheel.
起飞俯仰配平设定的主要目的是提供连续的抬头品质。通过俯仰配平轮来人工设定起飞俯仰配平值。
The aircraft performs a safe takeoff, provided the pitch trim setting is within the green band on the pitch trim wheel.
飞机要安全起飞，前提条件是起飞配平设定在手轮的绿区范围内。
However, the pitch trim setting significantly affects the aircraft behaviour during rotation:
俯仰配平设定值明显地影响了抬头期间的飞机状态：
‐ With a forward CG and the pitch trim set to the nose-down limit the pilots will feel an aircraft "heavy to rotate" and aircraft rotation will be very slow in response to the normal take off stick displacement.
‐ 如果重心靠前并且俯仰配平设置在机头向下极限，飞行员将感到飞重，不容易抬轮，并且飞机抬头动作对侧杆的响应非常缓慢。
‐ With an aft CG and the pitch trim set to the nose-up limit the pilots will most probably have to counteract an early autorotation until VR is reached.
‐ 如果重心靠后并且俯仰配平设置在机头向上极限，飞行员极有可能不得不抵消提前的自动抬轮趋势，直至达到VR。
In either case the pilot may have to modify his normal control input in order to achieve the desired rotation rate, but should be cautious not to overreact.
不论在哪一种情况下，飞行员都应按需调整他的正常操作方式以便达到正常的抬轮速率，但是切记不要过量修正。
CROSSWIND TAKEOFF
侧风起飞
It is said in the TAKEOFF ROLL paragraph that care should be taken to avoid using large deflection, resulting in excessive spoiler deployment. A direct effect of the reduction in lift due to the extension of the spoilers on one wing will be a reduction in tail clearance and an increased risk of tailstrike.
在起飞滑跑段落中讨论过应该小心地避免使用大幅度的压杆，因为这样会造成扰流板的过度放出。一侧机翼扰流板放出造成升力减小，这产生的一个直接后果是降低了机尾与地面间隔高度，从而增加了擦机尾的风险。
OLEO INFLATION
油气支柱的充气
The correct extension of the main landing gear shock absorber (and thus the nominal increase in tail clearance during the rotation) relies on the correct inflation of the oleos.
油气支柱的正常充气，可以保证主起落架减震支柱的正常伸出(由此，在抬轮期间，正常增加机尾与地面高度间隔)。
ACTION IN CASE OF TAILSTRIKE
出现擦机尾的(纠正)措施
If a tailstrike occurs at take-off, flight at altitude requiring a pressurized cabin must be avoided and a return to the originating airport should be performed for damage assessment.
如果起飞时出现擦机尾，必须避免在需要客舱增压的高度飞行并且立即返回起飞机场，进行损伤检查（有QRH检查单）
WHEN POSITIVE CLIMB
POSITIVE CLIMB | ANNOUNCE |
L/G UP | ORDER |
L/G | SELECT UP |
AP | AS RQRD |
Above 500 ft AGL, AP 1 or 2 may be engaged.
高于离地高度500 ft，可接通AP1或2。
AT THRUST REDUCTION ALTITUDE
在减推力高度
THRUST LEVERS | CL |
PACK 1 and 2 (if applicable) | ON |
Move the thrust levers to the CL detent, when the flashing LVR CLB prompt appears on the FMA.
当FMA上出现闪亮的LVR CLB提示符时，应将推力手柄移到CL卡位
A/THR is now active.
自动推力开始工作。
In manual flight, the pilot must anticipate the change in pitch attitude in order to prevent the speed from decaying when thrust is reduced.
在人工飞行中，飞行员必须预计俯仰姿态的变化以防止推力减小时速度降低。
Select PACK 1 on after CLB thrust reduction.
在爬升减推后接通组件1。
Select PACK 2, at least 10 s after PACK 1 is selected on, for passenger comfort.
出于旅客舒适性考虑，在组件1接通后至少10 s选择组件2。
Note: 1. Selecting pack on before reducing takeoff thrust would result in an EGT increase.
注： 1. 在减小起飞推力之前接通组件会导致EGT增加。
Note: 2. If packs are not switched on after the takeoff phase, an ECAM caution will be triggered.
注： 2. 如果在起飞阶段之后没有接通组件，将触发ECAM警戒信息。
AT ACCELERATION ALTITUDE
在加速高度
Check the target speed change from V2 + 10 to the first CLB speed (either preselected or managed).
Note: 1. When THR RED and ACC ALT are equal, the FMA will change from MAN FLX/SRS/NAV to THR CLB/CLB/NAV.
注： 1. 当减推力高度等于加速高度时，FMA将从MAN FLX/SRS/NAV变为THR CLB/CLB/NAV。
Nore: 2. If FCU-selected altitude is equal to or close to the acceleration altitude, then the FMA
注： 2. 如果FCU选择的高度等于或接近加速高度，FMA将从SRS变为ALT*。
ACCELERATION ALTITUDE
At the acceleration altitude, the FD pitch mode changes from SRS to CLB or OP CLB mode. The speed target jumps:
在增速高度，飞行指引仪的俯仰方式从SRS（速度基准系统）变成CLB（爬升） 或OP CLB（开放爬升）方式。速度目标变到：
• Either to the managed target speed e.g. speed constraint, speed limit or ECON climb speed
• 管理的目标速度，比如，速度强制, 速度极限，或经济爬升速度
• Or to the preselected climb speed (entered by the pilot on the MCDU PERF CLB page before takeoff).If green dot speed is higher than the managed target speed (e.g. speed constraint 220 kt) displayedby the magenta triangle on the PFD speed scale, the AP/FD will guide the aircraft to green dot (asper the general managed speed guidance rule). If required by ATC, the crew will select the adequatetarget speed (below green dot) on the FCU.
• 或预选的爬升速度(飞行员起飞前在MCDU性能爬升页面中输入的速度)。如果绿点速度大于PFD速度带上以洋红色显示的管理目标速度(比如，速度限制 220 kt)，AP/FD将引导飞机到绿点速度(按照管理速度的普通规则)。如果ATC要求，机组应该在FCU上人工选择低于绿点速度的目标速度。
ABOVE ACCELERATION ALTITUDE (OR ONCE IN CLIMB PHASE)
在加速高度以上（或一旦进入爬升阶段）
The following procedure ensures that the aircraft is effectively accelerating toward climb speed.
下列程序确保飞机有效地加速到爬升速度。
At F speed:
Note: For takeoff in CONF 1 + F, “F” speed does not appear.
注： 形态1 + F起飞时，不显示 "F"速度。
FLAPS 1 | ORDER |
FLAPS 1 | SELECT |
At S speed:
FLAPS 0 | ORDER |
FLAPS 0 | SELECT |
GND SPLRS | DISARM |
NESE sw | OFF |
RWY TURN OFF sw | OFF |
OTHER EXTERIOR LIGHTS | AS RQRD |
The flight crew can maintain the LAND LIGHTS selector set to ON, according to airline policy or regulatory recommendations.
根据航空公司政策或法规建议，飞行机组可以保持LAND LIGHTS 选择器置于ON位。
Note: The CRUISE SD page replaces the ENG SD page.
注: CRUISESD 页面（巡航页面）替代ENGSD 页面（发动机页面）。
During takeoff phase, F and S speeds are the minimum speeds for retracting the surfaces:
在起飞期间，F速度和S速度是收襟翼的最低速度：
• At F speed, the aircraft accelerating (positive speed trend): retract to 1.
• 在F速度，飞机加速(正速度趋势)：收回到1
• At S speed, the aircraft accelerating (positive speed trend): retract to 0.
• 在S速度，飞机加速(正速度趋势)：收回到0
If the ENG MODE selector had been selected to IGN START for take-off, the PM should confirm with the PF when it may be deselected.
如果发动机方式选择器在点火起动位置进行起飞，PM应该在取消选择时与PF确认。
SLATS/FLAPS RETRACTION AT HEAVY WEIGHT
大重量状态下收襟/缝翼
If take-off is carried out at heavy weight, two protections may intervene:
如果大重量起飞，会激发2种保护：
‐ The Automatic Retraction System (ARS)
‐ 自动收襟翼系统（ARS）
‐ The Alpha Lock function
‐ 迎角Alpha锁定功能
THE AUTOMATIC RETRACTION SYSTEM
自动收襟翼系统
While in CONF 1+F and IAS reaches 210 kt (VFE CONF1+F is 215 kt or 225 kt on some A321, Refer to FCOM/LIM-AG-SPD Maximum Flaps/Slats Speeds), the ARS is activated. The ARS automatically retracts flaps to 0 °. The VFE displayed on the PFD change from VFE CONF1+F to VFE CONF 1. As the aircraft accelerates above S speed, the flap lever can be selected to 0. If IAS decreases below VFE CONF1+F, the flaps will not extend back to 1+F.
在处于形态1+F并且指示空速达到210 kt时(在某些A321飞机上，请查阅 FCOM/LIM-AG-SPD 最大襟翼/缝翼速度形态1+F的VFE是215 kt或225) kt），自动收襟翼系统被触发。自动收襟翼系统自动收起襟翼到0 °。PFD上VFE显示从形态1+F时的VFE变化为形态1的VFE。当飞机加速到S速度以上, 襟翼手柄可以选择到0。如果指示空速减小到形态1+F最大放襟翼速度以下时，襟翼不会重新回到1+F。
THE ALPHA LOCK FUNCTION
迎角ALPHA锁定功能
The slats alpha/speed lock function will prevent slat retraction at high AOA or low speed at the moment the flap lever is moved from Flaps 1 to Flaps 0. "A. LOCK" pulses above the E/WD Slat indication. The inhibition is removed and the slats retract when both alpha and speed fall within normal values. This is a normal situation for take-off at heavy weight. If Alpha lock function is triggered, the crew will continue the scheduled acceleration, allowing further slats retraction.
缝翼迎角/速度锁定功能会防止在襟翼手柄从襟翼1收到襟翼0的时刻，缝翼在大迎角或低速时被收上。在发动机/警告显示器的缝翼指示上面闪烁显示“A. LOCK”(迎角锁定)信息。当迎角和速度回到正常数值后，抑制功能消失并且缝翼收上。这是大重量起飞的正常状况。如果触发了迎角锁定功能，机组应该继续执行计划的加速，可以继续收上缝翼。
OVERSPEED WARNING DURING SLATS/FLAPS TRANSITION
缝/襟翼过渡期间超速警告
During the Slats/Flaps transition, the flight crew must respect the VMAX displayed on the PFD. The VMAX value displayed on the PFD speed scale is based on the Slats/Flaps control lever position.
缝/襟翼过渡期间，机组应遵守PFD上显示的VMAX（最大速度）。PFD速度带上显示的VMAX值基于缝/襟翼控制手柄位置。
The OVERSPEED WARNING is based on the actual Slats/Flaps surface position. Therefore, during Slats/Flaps transition, the dynamic acceleration of the airplane may lead to a temporary OVERSPEED WARNING even if the current speed is out of the red and black strip displayed on the PFD. In this situation, there are no operational consequences. The flight crew must report any type of overspeed event.
超速警告是基于实际缝/襟翼位置计算的。因此，缝/襟翼过渡期间，即使当前速度未进入PFD红黑条带，飞机的动态加速仍可能导致临时的超速警告。这种情况下，无操作影响。飞行机组必须报告所有类型的超速事件
LOW ALTITUDE LEVEL OFF
低高度改平
If the aircraft is required to level off below the acceleration altitude, ALT* engages and target speed goes to initial climb speed. The "LVR CLB" message flashes on the FMA. In this case, the crew should expect a faster than normal acceleration, and be prepared to retract the flaps and slats promptly.
如果要求飞机在增速高度以下改平，ALT*方式接通并且目标速度变成起始爬升速度。FMA(飞行方式信号牌)上闪烁显示"LVR CLB(油门杆爬升位)"信息。在这种情况下，机组应该预计加速要比正常加速快，并且准备好迅速地收上襟翼和缝翼。
NOISE ABATEMENT TAKEOFF
减噪起飞
Noise Abatement Procedures will not be conducted in conditions of significant turbulence or windshear.
不应在严重颠簸或风切变的条件下执行减噪程序。
AFM
Once throttle is set to FLX MCT gate, any change to FLEX TEMP setting will not be taken into account by FADEC for EPR TARGET computation.
一旦油门加到FLX MCT卡位，则任何对灵活温度设定的更改都不会被FADEC(全权数字式发动机控制)用于EPR目标值的计算。
Once airborne and with a positive rate of climb: Retract landing gear.
当升空且有正上升率时: 收起落架。
At safe height:
在安全高度：
Accelerate up to at least 1.18 VS1G of configuration (1+F) or ″F″ speed if CONF 2 or 3 in use.
如果使用形态2或3，则至少加速到形态（1+F）的1.18VS1G或“F”速度。
Select slats/flaps position 1 and accelerate up to at least 1.23 VS1G of clean configuration ("S” speed).
选择缝翼/襟翼位置1，并至少加速到光洁形态的1.23 VS1G（“S”速度）。
Select slats/flaps position 0 and accelerate up to 1.36 VS1G ("green dot" speed).
选择缝翼/襟翼位置0，加速到1.36 VS1G（“绿点”速度）。